Fluid Flow & Aerodynamics
why things fly, and why the usual explanation is wrong
Concept

The Trefftz plane — where it appears

A plane drawn far downstream of a wing, across which the wake's vorticity is counted. The induced drag is an integral over that plane alone, which is why two wings with the same wake have the same drag whatever their shapes.

Named by 20 essays across 2 fields — each of them below, with the objects they name alongside it.

What the ground actually gives a wing. Induced drag near the ground as a fraction of the same wing's in free air, against height in spans, at constant lift. The ground is a plane of symmetry, so the wake is joined by a mirrored wake of opposite circulation below it, and the upwash from that image is what takes the drag away. At a tenth of a span the wing keeps 0.516 of its induced drag — a saving of 48 per cent — and by a span and a half the effect is 1.3 per cent and going. The lift is held fixed all the way along this curve: what the ground gives here is not more lift, it is the same lift for less drag, and the two are different claims about a landing aeroplane.

The cushion that is not there

Ground effect is usually explained as air trapped under the wing and compressed into a cushion. At the heights an aeroplane actually flies at, the air under the wing is moving at four fifths of flight speed and most of what the ground gives is a drag saving the story never mentions.

misconceptions · Ground cushion Five quarters of the span, the same bending moment, 64/75 of the drag. The bell-loaded wing's induced drag and root bending moment against its span, both as fractions of an elliptic wing of unit span carrying the same lift. At equal span the bell is worse: its span efficiency is exactly three quarters. But its bending moment is exactly four fifths, and bending moment grows in proportion to span while drag falls as its square — so there is a span at which the bell has bought back the structure and is ahead on drag. It is at exactly five quarters, where the two curves are at 1 and 0.8533. Both numbers are rational and neither was put in by hand.

The loading nobody used

Elliptic loading is the least-drag answer to a question no aeroplane asks. Constrain the moment the lift makes about the wing root instead of the span, and a different curve comes out — five quarters of the span for sixty-four seventy-fifths of the drag, both exact — with an upwash over the outer wing and a yaw that turns the right way.

circulation · Bell shape The wake, and the velocity it gives itself. The cross-section of the wake far behind a wing with turned-up tips, with the velocity the wake induces on itself drawn as arrows normal to the trace. Induced drag is the integral of the circulation against that velocity and nothing else — this picture contains the entire quantity. It also contains no information whatever about where the surfaces were: two wings a chord apart and two wings ten chords apart produce the same picture and therefore the same drag, which is Munk's stagger theorem stated as a fact about what the arithmetic can see.

A wing that leaves the plane

A winglet is not a fence and it does not block anything escaping round the tip. The induced drag of any system of lifting surfaces depends on one cross-section of its wake and on nothing else whatever, and a wake that reaches upwards is cheaper for the same reason a wake that reaches sideways is.

circulation · Winglet Four aeroplanes, one number. Four biplanes with the same gap and the same loadings, staggered by nothing, by four tenths, by nine tenths and by one and six tenths of a chord. Their induced drags agree to the last bit of the arithmetic — the calculation cannot even express the stagger, because the Trefftz plane is a cross-section and everything drawn here projects onto the same one. That is Munk's stagger theorem, and stating it as the drag is unchanged understates it: there is no place in the computation where the stagger could be entered.

Two wings and it does not matter where

Move one wing of a biplane a chord forward and the induced drag does not change. Not approximately, not to a good approximation — the calculation that gives the induced drag has nowhere to put the stagger, because everything projects onto the same cross-section of the wake.

circulation · Biplane Tip to tip, two wings cost exactly half of what they cost apart. The induced-drag saving of a pair of wings against the gap between their tips, as a fraction of what the two pay flying alone. With the tips touching the pair is one wing of twice the span carrying twice the lift, and the arithmetic of that is exact: the drag halves, and the computation returns 0.499257 of the separate figure. Pull them apart and the saving falls away with the square of the distance. Birds fly in a V because the tips are the part worth overlapping, and the spacing that pays is a small fraction of a span rather than any distance a formation could hold by eye.

The lift beside a wing

Fly two aeroplanes with their wingtips touching and the pair costs exactly half what the two cost apart. Not approximately half — the arithmetic is a closed form, because two wings tip to tip are one wing of twice the span, and induced drag goes as the square of it.

circulation · Formation A closed wake, and the loading of least drag on it. The wake of a box wing in the plane that decides its drag, with the circulation of least induced drag drawn as a thickness along it. The horizontal members carry a loading close to elliptic and the vertical ones carry a share that lifts nothing — they contribute no lift, since lift is Γ dy and dy is zero on a vertical, and they change the drag by changing where the wake's vorticity is. At a gap of 20 per cent of span this system costs 67.1 per cent of what a single wing of the same span and lift would.

A wake that closes on itself

Prandtl's best wing system is a rectangle, not a wing. Solving for the loading on a closed wake turns up a circulation that costs nothing and does nothing — a gauge freedom in the middle of an optimisation — and a drag that keeps falling with no floor under it.

circulation · Box wing The wall is a boundary condition, solved for rather than reflected. A model's trailing vortices in a closed working section, with the sheet of sources that makes the wall a wall drawn as a displacement of the wall itself. The interference is an upwash — the model looks better than it is, and the correction factor comes to 0.1242 against the exact value 0.1250 that the image at the inverse point gives for a circle. The arrows are the interference velocity alone, with the model's own downwash removed, drawn to a common scale set by the longest of them.

The walls are in the answer

A wind tunnel measures a wing in a box the aeroplane will never fly in, and the box is worth a fifteenth of the induced drag. The correction is exactly an eighth for a closed circular section and exactly minus an eighth for an open jet, and the sign is the whole argument.

circulation · Tunnel interference How flat the optimum is. The same curve near its maximum, with the bands within a tenth and a half of one per cent of the best shaded. Every taper ratio from 0.31 to 0.42 is within a tenth of a per cent of the optimum, and the whole band from 0.25 to 0.51 is within half a per cent. The optimum is exact, and choosing it rather than its neighbour buys nothing a wing can measure.

The optimum that does not matter

Elliptic loading gives the least induced drag, exactly, and the proof is one line: the penalty is a sum of squares. Which is also why the optimum is flat enough that a quarter of the design space sits inside a tenth of a per cent of it.

circulation · Taper What every wing pays to bend its root less. Least induced drag against the root bending moment of the lift, both as fractions of the elliptic monoplane of the same span and lift, for the monoplane and for box wings with gaps of a tenth, a fifth and two-fifths of the span. Each curve is a parabola with its minimum at that wing's unconstrained optimum. The box wings' minima sit to the right of the monoplane's — they load their lift further out — and their parabolas are shallower: the gap-of-a-fifth box can bend its root 21 per cent less than the elliptic monoplane and still match its drag.

A lighter spar turns a box wing into a biplane

Prandtl's best wing system has two-thirds of a monoplane's induced drag at a gap of a fifth of the span, and part of that saving is carried by circulation turning the corner into its fins. Ask the box to bend its root less and it pays about half what a monoplane pays — but a biplane with no fins pays nearly as little, and by the time the spar is a fifth lighter the fins carry almost nothing and the box has become the biplane it was built from.

circulation · Box wing A V seen from above, and what each member pays. Nine wings in a V swept 45 degrees, tips one span apart, each carrying the same lift, seen from above with the flight direction up the page. Beside each is its induced drag as a fraction of what it would pay flying alone. The leader at the point pays 0.89; every other member pays between 0.35 and 0.39. The saving has flowed backwards through the formation.

The bird at the point pays for the V

A flock's saving in a V is fixed by where its members sit across the stream, and the angle of the V cannot change it by a single per cent. What the angle changes is who gets the saving. It flows backwards through the formation, so that in a V swept forty-five degrees the leader pays nine-tenths of what it would pay alone while every bird behind it pays under four-tenths.

circulation · Formation The V in which every bird pays the same is curved. Nine birds one span apart, flying up the page, in plan: each short line is a wing, its height its distance behind the leader in spans. The straight V at 7.5° — the fairest straight V — and the V whose members' positions are solved so that every one pays exactly the same share of the induced drag. The equal-share arms leave the leader almost abreast and bend back ever more steeply: 1.6°, 7.6°, 17°, 32° from the apex to the tips.

A fair V is a curved V

In a straight V of birds somebody always pays more than somebody else: at the fairest angle the leader and the two birds at the tips pay half again what the birds between them pay. The V in which every bird pays exactly the same can be solved for, and it is not straight. Its arms leave the leader almost abreast and bend back ever more steeply, to thirty-two degrees at the tips of a flock of nine. The share every bird then pays is the flock's average, fixed by Munk's theorem before any position is chosen — so fairness costs nothing, and the only thing that can make the flock cheaper is flying closer together sideways.

circulation · Formation The wake a flapping bird leaves is a wave in the air. Side view, the air at rest: the path the leader's wingtip traced, where its tip vortex now lies, over two wingbeats; lengths along the flight path in wake wavelengths — the distance flown in one beat — and heights in spans, for a tip swinging a fifth of a span each way. A follower three-tenths of a wavelength behind that beats three-tenths of a beat later traces the same path and flies along the leader's vortex all the way; one that beats half a beat off that traces the mirror image and meets the vortex only twice a beat.

The follower beats in time with the wake, not the bird

A gliding bird can sit in its neighbour's upwash and stay there. A flapping bird's wake is a wave left in the air — the path its wingtip traced, rising and falling with every beat — and a bird behind gains only if its own wing is where that wave is when it arrives. The best timing is a rule with no aerodynamics in it: lag the bird ahead by the time the wake took to come, so that each wingtip retraces the path of the one before. Directly behind, the rule flips by half a beat, and it buys a smaller loss rather than a gain.

circulation · Formation Joined at the tips, the spars share the moment as a couple. The share of the lift's root bending moment that the box wing's two spars carry as an axial couple — one in tension, the other in compression, the gap for a lever arm — against the fins' bending stiffness as a multiple of a spar's, for gaps of a tenth, a fifth and two-fifths of the span. With floppy fins the spars bend independently and the couple is nothing. With fins as stiff as the spars, which a fin of the wing's own section is, the couple carries 29 per cent at a gap of a fifth. However stiff the fins, it stops near a third.

A box wing's fins earn their keep in the spar

Constrain a box wing's root bending moment and its fins stop saving drag: it becomes a biplane. But that constraint counted the lift's moment, not the spars', and the fins join the spars into one frame. Joined at the tips, the two spars hand part of the moment to a couple across the gap — tension in one, compression in the other — which costs far less material than bending. With fins as stiff as the spars that is three-tenths of the moment; with rigid fins it stops at a third, whatever the gap, because a tip joint can only guide a tip. Counted in the spar, the box has less drag and a lighter spar than the elliptic monoplane at once.

circulation · Box wing The drag is set by the split, and stability sets the split. The least induced drag of a wing and a smaller surface together, as a multiple of the elliptic wing's alone, against the share of the lift the smaller surface carries. By Munk's stagger theorem the curve is the same whichever surface is in front. Its minimum, 0.9984, is at a share of 1.9 per cent. At a static margin of a tenth of a chord, a tail trims with 6.7 per cent of the weight on it, upwards, and pays 1.009; a canard trims with 19 per cent and pays 1.128.

A canard pays for its stability in induced drag

The argument for a canard is that both of its surfaces lift upwards, while a tail pushes down and makes the wing carry the difference. Munk's stagger theorem turns the question into arithmetic: two surfaces' least induced drag depends only on how the lift is split between them, not on which is in front. Static margin sets the split. At a margin of a tenth of a chord a tail carries a small upload and costs under one per cent; a canard must carry a fifth of the weight on a third of the span and costs twelve, and the more stable it is made, the more it pays.

circulation · Moment One bowl, and a line across it for every way of flying. The least induced drag of a wing, a canard and a tail together, as a function of the canard's and the tail's shares of the lift, drawn as rings of equal drag about the bowl's foot, where each carries 1.9 per cent. A static margin of a tenth of a chord and a wing pitching moment draw a straight line of trimmed splits across the bowl. The tail aircraft trims where its line crosses the axis of zero canard load; the three-surface aircraft slides along the same line to the point nearest the foot.

A third surface is worth a square

A canard and a tail each leave an aircraft one free share of its lift, and the static margin spends it. Give an aircraft both and one share stays free after trim, so the split can slide along a line to the point of least induced drag. What that slide is worth turns out to be a square: half the bowl's curvature times the square of how far the tail aircraft already trims from twice the bowl's foot. For a cruising wing the saving is under one per cent and less than the canard's own skin friction; it pays only for a wing whose pitching moment is as large as a flapped section's.

circulation · Moment A follower can wander further fore and aft than sideways. A flapping follower's saving, averaged over a wander of its place with the standard deviation shown, as a fraction of its own induced drag: fore and aft, holding the phase that suits its average place, for tips swinging a tenth, a fifth and four-tenths of a span; and sideways, beating in phase. The saving in place is 0.837. Sideways it has halved at a wander of 0.185 spans; fore and aft, with a fifth-span swing, only at 0.804, a third of the wake's wavelength, and with the four-tenths a cruising bird swings, at 0.37. With a tenth-span swing it never halves.

A flapping follower can drift fore and aft, but not sideways

A bird in a flapping V has to be in the right place and beat at the right phase for that place, and no bird holds its place exactly. Drifting fore and aft costs it phase, at a full beat for every wavelength of the wake; drifting sideways takes it off the leader's tip vortex. The first is two to four times cheaper than the second, it can be bought back by re-timing the beat within about one beat of the drift, and the second cannot be bought back at all. So the precision a follower needs is sideways, and the attention it needs is on its timing.

circulation · Formation Holding the neutral point with a canard ahead takes a tail two and a half times the size. The tail area, as a fraction of the wing's, that puts the neutral point where the tail aircraft with a tail of 0.2 has it, against the tail's height above the wing's plane in spans: with no canard, with the canard, and with the canard but its wake at the tail removed. At the reference height the tail aircraft needs 0.2; with the canard it needs 0.496, of which 0.22 is for the canard's own lift ahead of the centre of gravity and 0.077 for its wake at the tail. A tail 0.25 span up needs 0.354 with the canard and 0.154 without.

The tail a canard needs costs more than the canard saves

A canard added to an aircraft as a second trimming surface saves induced drag only if the neutral point is held where it was, and holding it is not free. The canard's own lift ahead of the centre of gravity pulls the neutral point forward, its wake reaches the tail and weakens it, and the tail has to grow to put the neutral point back. For a canard of a tenth of the wing's area the tail grows two and a half times, and its skin friction is twenty to thirty counts against a saving of one to twenty. A T-tail escapes most of the wake and a third of the bill, and still only a flapped wing comes near to paying.

circulation · Moment Losing the leading-edge suction doubles a slender wing's drag due to lift and multiplies a long wing's by about half its aspect ratio. The drag due to lift with no leading-edge suction, Cₗ²/Cₗα, over the induced drag a full suction leaves, Cₗ²/(πAe), against aspect ratio, from a vortex lattice for rectangular, delta and elliptic flat wings; with the closed form 1 + √(1 + A²/4) that Helmbold's lift slope gives an elliptic wing. Rectangular: 2.15 at A = 1, 3.46 at 4, 5.33 at 8, 7.11 at 12; delta: 2.22 at 0.5 and 2.83 at 2. The slender limit is 2.

A wing that cannot hold its suction gains little from its span

The leading-edge suction is a small force concentrated at one edge, and on a finite wing it decides what the aspect ratio is worth. With it, the drag due to lift is the induced drag, which falls as the span grows. Without it, the drag due to lift is the lift tilted back by the incidence, and that falls only as fast as the lift slope rises — which stops at the section's 2π. A slender delta that loses its suction pays exactly twice its induced drag; a wing of aspect ratio eight pays more than five times it. Without the suction no span can lift a wing's best lift-to-drag ratio past a ceiling set by the section alone.

circulation · Leading edge suction Counting the spar's weight stops the span, and the best wing then sheds a little load from its tips to grow five per cent. Total drag at a fixed payload, induced drag of the lift that carries the spar too, against span, both in units of the best elliptic wing's, for a wing whose area is held so that its spar thins as it lengthens. Elliptic, the best span carries a spar of a quarter of the lift; with the third harmonic free the best ratio is ε = -0.1356 (closed form (√33 − 9)/24 = -0.1356), the span 1.05 times and the drag 0.9575 times the ellipse's, with the spar still a quarter.

A spar that must lift itself stops the span at a quarter of the weight

Held only to a lift and a bending moment, the least-drag wing never stops growing. An aeroplane's wing stops because its spar has weight, and the weight has to be lifted. Count it, and the best span is the one at which the spar is exactly a quarter of the lift when the wing's area is fixed, and a third when its chord is — whatever the loading. The best loading then sheds some of its tip load, but not all the way to Prandtl's bell; with the chord held and nothing else charged, it is the bell exactly, and the more of the drag the wing's own area makes, the nearer it comes back to the ellipse.

circulation · Bell shape A strut two fifths of the way out halves the spars of a box wing; near the root or the tip it buys little. The flange volume of both spars of Prandtl's best box at a gap of a fifth of the span, with one strut on each side joined rigidly to both spars, over the volume with none, against the strut's station as a fraction of the semi-span, for struts a tenth as stiff in bending as a spar, as stiff, and ten times stiffer. For a strut as stiff as a spar the least is 0.5 at 0.4 of the semi-span; at 0.1 and 0.9 it is 0.839 and 0.929.

A strut inside a box wing is invisible to the wake, and halves the spar

Prandtl's best box wing has, everywhere inside it, air moving straight down: no sideways flow at all. A strut joining its two wings anywhere along the span therefore meets no flow it could turn, carries no load, and leaves the induced drag exactly where it was — the wake cannot see it. The spar can. A strut two fifths of the way out, as stiff as a spar and rigidly joined, halves the flange material of both spars, though it is pushed and pulled by almost nothing: the two wings lift equally and bend together, so the strut works through its joints, and a pinned one does nothing. Its only aerodynamic price is friction, and a slim strut pays it.

circulation · Box wing

Named alongside it

The objects these essays reach for when they reach for this one.

Induced dragModel limitOptimisationSpan loadingDownwashCirculationBending momentMunk's stagger theoremSpan efficiencyConstraintMunk staggerNon-planar wake

All concepts